Suzuki Ignis vs Honda HR-V

What's the difference?

With statement styling, inherent agility, excellent efficiency, proven reliability, high equipment levels and low entry pricing, the 2021 Ignis GLX is in danger of becoming a mandatory short-list proposition for people seeking fun and affordable motoring.

But undermining all that is a distinct lack of driver-assist safety tech that can’t be – and shouldn’t be – ignored. At least give buyers the option of paying more for essentials like AEB.

If Suzuki can address this shortfall, the Ignis would join its excellent Swift supermini stablemate in being a very compelling and enjoyable compact urban runabout. We hope this happens sooner rather than later.

The Honda HR-V e:HEV L offers a respectable driving experience in the city but compared to its rivals, it’s features list and safety don’t always stack up. It sort of straddles the fence between basic and lux at times, which is an odd place for a top-model to be but its sharper styling will win hearts and the cabin is still practical.

Sometimes facelifts do really improve the look of a vehicle, as is the case here with the MF Series II.

Maybe it’s the Suzuki Jimny 4x4-inspired quad-nostril grille or chunkier rear bumper inserts, but they somehow make the Japanese-built crossover seem less narrow and tippy-toed.

The styling – first seen in 2016 – actually references classic Suzukis of old like the late 1970s Cervo SC100 (as per the C-pillar slit inserts and angular silhouette) that were never offered in Australia anyway.

A good thing, then, that the Ignis’ handsome proportions, flared wheel arches, deep glass area, anthropomorphic grille and pushed-out wheelbase and tracks give it a purposeful look and stance that also stands as an attractive and individualistic 21st Century design in its own right.  

Measuring in at 3700mm in length, 1660mm in width and 1595mm in height, the Ignis is substantially stubbier and narrower (though slightly taller) than the Hyundai Venue, whose corresponding numbers are 4040mm, 1770mm and 1592mm, respectively. The Suzuki’s 2435mm wheelbase is also 85mm shy of the Hyundai.

Still, the result doesn’t mean the Ignis’ cabin seems overly tight or cramped in any shape or form.

The small SUV segment can often be littered with odd-looking cars that highlight pillowy or severely angular body-shapes (lookin' at you C-HR) but the HR-V offers something stylish and modern instead.

The 2025 HR-V has a sharper design that accentuates the coupe styling, slim LED headlights and crisp-looking grille. A feature highlight is the eye-catching full-length tail-light treatment which makes the design pop at the back. 

The interior is gorgeous with a streamlined dashboard that features just the right number of buttons and dials for those who want more tactility in a world where screens rule.

While the technology screens are on the smaller end, they look great against the synthetic leather trims and soft touchpoints that are liberally splashed throughout the cabin.

The cockpit is driver-orientated with everything within reach and easy to use while on the go. The steering wheel looks sporty and feels wonderful.

Everything looks well-built and feels solid; it's a cabin you’ll be pleased to spend time in.

Thinking about it, the Ignis is uniquely suited to city life.

Forget its diminutive proportions for a moment, and consider instead that it has extraordinarily high seating positions and a tall turret. Perfect for stepping inside the car with some degree of dignity.

Once sat on the big, comfy and lofty front seats, you’re immediately struck by how confidence-building the commanding driving position, assisted by the excellent all-round vision afforded by the deep glass area and upright pillars and a pleasant leather-like steering wheel cover.  

The front buckets themselves are comfy and enveloping, even though there is no lumbar adjustment support fitted; there is a height lever on the driver’s side, ample rearward travel for taller folk and side bolstering to help hug you through corners, while the soft cloth material feels good to the touch.

Suzuki’s thought about storage, as demonstrated by the big glovebox, bottle-holding door pockets up front, deep lower-console shelf and trio of cupholders, though there is no central armrest or bin, even in this up-spec grade.

Suzuki’s gone for a somewhat old-school off-roader theme inside, evidenced by the chunky heater/air-con controls, toggle switchgear and 4x4-look pared-back dash, while there’s plenty of hardy, hollow-sounding plastics to remind you that this is built down to a price. One lovely retro detail is the ‘60s pull-out bonnet release.

Operating the GLX’s climate control is child’s play, and the same applies to the ageing but still effective multimedia system, with its colourful display, easy connectivity and handy sat-nav. Note that the virtual volume slider on the screen is slow, fiddly and ultimately needlessly distracting. Give us a proper knob any day of the week. And what about a digital radio receiver, please, Suzuki?

We’re also less fond of the tilt-only non-telescopic steering column, as some drivers found it difficult to find the perfect position as a result, while the lack of digital speedo when there is room for it in the instrumentation’s LCD window smacks of penny pinching. Otherwise, the Ignis’ layout and design generally really hit the mark.

The rear doors open at nearly 90 degrees, aiding entry to and egress from the back seat. Although the front passenger seat lacks a height adjuster, it is still set up high, so big feet can tuck in underneath for taller occupants behind.

Being a GLX, the bench is split 50/50, is designed to only carry two people (so there’s no centre belt but ample width as a consequence) and the backrest reclines in 10 (narrow) positions for added comfort. Both also slide forward by a significant amount, boosting cargo space. Parents and guardians of smaller children might find this helpful as they can be positioned closer to the front seats for access that’s within arm’s reach.

The backrests themselves are… OK and clearly intended for smaller folk. Your 178cm tester found a distinct lack of under-thigh support due to the short squab and the backrest doesn’t reline far enough back for true comfort. And except for the aforementioned third cupholder nestled right at the rear of the front-seat lower-console area, door-pull recess that might hold an upright smartphone as well as a small bottle receptacle built into the door card, storage is non-existent back there. Yes, there is one map pocket, but that’s your lot. You’ll also search in vain for overhead grab handles (only the front passenger gets one), reading lights and rear-seat centre armrest – a wasted opportunity given this car’s four-seater status.

On the other hand, there’s space galore in every direction due to that very status, excellent vision and windows that wind (electrically of course) all the way down for a light and airy feel. Fido will be pleased. Just remember to bring your ear plugs if constant road noise bothers you.

Further back, you’ll marvel at the versatility of the cargo area, thanks to the sliding split bench that increases cargo capacity from 264 litres in normal four-seat mode to 515L with the backrests folded and 1104L in “maximum volume” mode. Note the five-seater GL’s ranges from 271L to 505L to 1101L respectively.

It’s properly long and deep in this setting. There’s a deep floor (with a space-saver spare underneath) and a light, but not much else. The fit and finish is fine but the floor seems flimsy and the parcel shelf lightweight. At least it isn’t mesh as per the Honda HR-V’s.

For a small SUV, the cabin is large. Both seating rows feature excellent access with the 195mm ground clearance not eliciting one grunt from my occupants (even the oldies).

Head- and legroom is decent in both rows but taller passengers might brush the ceiling on bumps when seated in the back.

The only area that lacks this feeling of space is the boot, as it only has 304L of capacity available when all seats are in use and that's on the tiny side compared to its rivals. The Kia Niro has 425L which rivals some sedans!

Seat comfort is best in the front where thick padding and a longer cushion offer more comfort on a longer journey, despite lacking lumbar support.

The rear seats are harder and shorter and you should expect some big stretches from adults after a road trip. However, the directional air vents and other amenities keep it from feeling too basic on comfort.

There are lots of storage options with a glove box that's large enough to fit a manual with room to spare, a small middle console, two large 'stacked' shelves in front of the gearshift, four cupholders, four drink-bottle holders and two map pockets that also feature a device holder large enough to fit my iPhone 15 Pro Max.

The HR-V has 'Magic' seats in the rear which means the base can fold up or the backs can be folded flat. It’s a cool feature that opens up extra storage options.

The technology is simple to use and responsive. The touchscreen multimedia system has built-in satellite navigation, the Honda Connect app, wireless Apple CarPlay and wired Android Auto. The CarPlay is easy to set up and maintains a steady connection.

Charging options are good with a single USB-A and three USB-C ports, as well as, a 12-volt socket but you miss out on a wireless charging pad despite the L being the top grade.

There are three HR-V variants available, starting with the petrol base-model Vi X, moving to the mid-spec e:HEV X and on to the top-grade e:HEV L; which is the model on test here.

The L is priced from $42,900, drive-away (2000, NSW postcode), which positions it as the most affordable compared to its similarly graded rivals. The Kia Niro HEV GT-Line is $55,487, drive-away, and the Toyota C-HR Koba is $55,180, drive-away.

Despite having a much higher price tag, the rivals sport a few extra features including electric front seats, ventilated front seats, larger media screens, wireless Android Auto, a wireless charging pad and upgraded sound systems... just to name a few.

Oh, and the HR-V is only a four-seater, so the rivals also boast a fifth seating position.

That being said, the L isn't a total lump in the features department and the standard equipment is still pretty good (just not full-bodied like it's rivals).

The L comes with synthetic leather and cloth mixed upholstery and trims, heated front seats, a heated steering wheel and 18-inch alloy wheels.

Technology includes a 9.0-inch touchscreen multimedia system with satellite navigation, wireless Apple CarPlay, wired Android Auto, six-speaker sound, the 'Honda Connect' app, a 7.0-inch digital instrument cluster, one USB-A port, three USB-C ports, a 12-volt socket and Bluetooth connectivity as well as AM/FM and digital radio.

Practicality feels well-rounded with keyless entry and start, rain-sensing windscreen wipers, dusk-sensing headlights, dual-zone climate control and a powered tailgate.

Nearing 10 years in production, Suzuki’s K12C 1242cc 1.2-litre twin-cam 16-valve four-cylinder petrol engine is a tried and tested naturally-aspirated unit, revving strongly and effortlessly all the way to its red line. Peak power is 66kW at 6000rpm and the torque top is rated at 120Nm at 4400rpm.

With a kerb weight of just 865kg – a Suzuki specialty – the Ignis boasts a power-to-weight ratio of a healthy 76.3kW/per tonne.

It’s a shame the GLX isn’t available with the GL’s five-speed manual gearbox. Instead, your lot is an albeit-efficient automatic of the CVT (Continuously Variable Transmission) variety, driving just the front wheels for Aussie-bound Ignis models.

Overseas there are mild-hybrid and all-wheel drive alternatives too.

The L is a hybrid which combines a 1.5L four-cylinder petrol engine with an electric motor and together they produce up to 96kW of power and 253Nm of torque.

Which is plenty to make the L feel like a zippy city car but on the open road, the engine has a tendency to over-rev and can get whiny going up a hill, which may be a by-product of the continuously variable auto transmission.

Suzuki’s weight-loss obsession is great news for people wanting a high-economy urban crossover.

Tuned to run on 91 RON standard unleaded petrol, our Ignis GLX returned an efficient 6.2 litres per 100km at the pump. And while that is somewhat off the 4.9L/100km Suzuki claims, much of that was in heavy peak-hour traffic with the air-con on, or during performance testing out on the open road.

That 4.9L/100km published average figure translates to a carbon-dioxide emissions rating of just 114 grams per kilometre. Even with the Ignis’ tiny 32-litre tank, over 650km between refills is possible.

The HR-V L has a low combined (urban/extra-urban) fuel cycle figure of just 4.3L/100km which is not far off the 4.0L/100km claims of its rivals. Combined with the 40L fuel tank, you have a theoretical driving range of up to 930km, which is pretty darn good!

After doing a lot of urban driving, with a couple of longer trips thrown in, my real-world usage came out at 5.1L, which is isn't too far off the claimed figure, is still a good result overall and computes to a range in excess of 780km.

Comparatively conventional in mechanical layout it may be, but the Ignis feels especially at home around town.

A strong and revvy 1.2-litre engine, coupled to a flexible CVT, provides eager off-the-line acceleration, though the accompanying loud exhaust drone may get tiresome for some. Aided by the Suzuki’s light mass, luckily there’s sufficient low-down response for most drivers to experience healthy performance without having to assault all occupants’ ear drums.

What this means is that the Ignis will accelerate quite vigorously once on the move, with plenty of oomph available as the revs rise towards the 6000rpm peak power point. Yes, the CVT will elicit an endless moan from the engine, but speed does build up quickly and before you know it.

We weren’t expecting to find a ‘Sport’ mode button located on the side of the auto’s shifter; locking out the highest ratios, it keeps the tacho needle within a pre-determined power band that’s useful if noticeably stronger throttle response is required. Otherwise, in Normal mode, the powertrain is tuned to upshift to top gear in the interest of efficiency. It’s good that the Suzuki at least gives the keener driver some choice in the matter.

This is also the best Ignis we’ve driven yet when it comes to steering. Around town, the turning circle is smaller than federal funding for the arts, environment and education portfolios come budget time, providing stupendously easy parking, effortless manoeuvrability and pin-point handling accuracy, especially when weaving in and out of traffic.

Yet the helm also works out on the highway as well, or through tight and twisty turns, with a blend of sporty precision and reassuring control. Keener drivers can scoot around corners at speed and – perhaps surprisingly – not experience excessive body lean, despite the Ignis’ height and narrow track. It instead just knuckles down and gets the job done, with confidence. The Ignis sticks to the road.

We expected scrappy handling but instead received no-drama agility. The chassis feels it can handle a whole lot more power than what the GLX offers. We were also pleased by how comfy the ride is on smooth roads.

However, though mid-corner bumps do not upset the Ignis’ composure, they certainly make themselves felt through inside the cabin. Indeed, around town, in the ‘burbs or out on the highway, the suspension’s inherent firmness that no doubt enhances the Suzuki’s dynamics means sharp, sudden jolts aren’t absorbed as well as we’d like, making for a hard ride at times. There’s less wheel travel from the MacPherson strut-style front and torsion beam rear end set-up than the 1.6-metre height and 180mm ground clearance suggest.

Reducing the amount of road and tyre noise piping through inside would substantially increase the Ignis’ overall appeal. That and level of driver-assist safety tech. 

Two big jobs for its eventual successor, then.

The HR-V L is an SUV perfectly suited to city life. Its power delivery is responsive around town, allowing for quick bursts when needed and the well of power feels deep until you get onto the open road. And as mentioned, that’s when it’s let down a bit.

The HR-V has a tendency towards mild understeer in quicker sweeping bends but is otherwise surefooted on the road. The suspension is firm, and you’ll notice the bumps here and there, but ride comfort still manages to be okay most of the time. Also road noise isn’t too high around town.

The visibility is great until you’re trying to look out of the back window and have a passenger to your left or a car seat installed. A digital rearview mirror would have been quite welcome in these scenarios. 

Like most small SUVs the HR-V is easy to park and it’s small enough to be your best friend in a tiny car park. However, the reversing camera doesn’t reflect the grade level as the quality of the feed isn’t the best.

The HR-V has a four- out of a possible five-star ANCAP safety rating from testing done in 2022. It only features six airbags and its individual assessment scores aren’t as high as its rivals.

In fact, both the rivals I’ve mentioned performed much better and have additional safety features to boot, including safe exit assist, 360-degree view camera systems and rear occupant alert. Which the HR-V misses out on.

The top model HR-V benefits the most in safety compared to the lower grades and includes blind-spot monitoring, front fog lights, forward collision warning, rear cross-traffic alert, lane keeping aid and departure warning, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control and a reversing camera as well as front and rear parking sensors.

Some notes, though. The lane departure and keeping aids seem to 'activate' whenever they feel like it. I had them come on more on unmarked roads than marked.

The adaptive cruise control can be too sensitive at times and having the car slam on brakes when you're passing a parked car on the highway going 100km/h is a scary experience to say the least.

The HR-V has AEB with car, pedestrian, and cyclist detection which is operational from 5.0 to 100km/h (170km/h for car).

Being a four-seater, you only get two ISOFIX child seat mounts and two top-tether anchor points and while it is easy to fit a child seat in, the top of it wipes out your rearview vision.

The safety is pretty disappointing as it lets down an otherwise solid SUV.

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $239 (years one and five) and reach as high as $329 (year three). Total cost is $1465, averaging out to $293 annually over five years at the time of publishing.

Vehicles under five-years old but with higher mileages up to 90,000km can expect to be charged $499, according to Suzuki’s website.

Honda offers the HR-V with a five-year/unlimited km warranty and an eight-year battery warranty which is on the lower end considering it's rivals can get up to seven-years unlimited km warranty now.

The five years capped-priced servicing program offers excellent value, however, as services are a flat $199, which is great for the class.

Servicing intervals are at every 12 months or 10,000km, whichever occurs first and that should be fine for the average city dweller. But it could get annoying if you put higher than average kays on your car every year.